Motor control system



April 23, v1940. MacDoNALD Er Al.

MOTOR CONTROL SYSTEM FiledNov. 25, 1938 Jacob W. McNaihg, Char-les MacDonald,

ThervAttornedg- .EMU

Kla'tente'd` Apr. 1940 UNITED STATES vPATlezNT ori-ics 'i 2,198,481 y" Y l i Mo'mn coN'rnoL SYSTEM charles Mummia and .mob w; McNair-y,

Erie, Pa., assignors to General Electric ('Jom-v pany, a corporation of New York v .l Application Novenimvzs, 1938, serial No. 242,226'

1:;l claims. (ol. 172-119) g L l 'This invention' relates to motor control systems, more particularlyto systems of control for electric motor driven trolley buses or coaches utilizing compound motors, and has for its object v 5 a simple and reliable control" system giving smooth `operation of thevehicle during motoring operation land regenerative o r brakingl operation.

Compound motors have certain desirable charv acteristics for usein vehicles. such as trolley buses, and also undesirable characteristics under certain conditions of operation dueto the fact that the shunt eld winding is not controlled with the armature circuit. Particularly the l5 shunt' field has been found to give regenerative braking and hence erky operation when power is reapplied after coasting while the vehicle isv running at a speed high enough to produce regenerative braking. .'I'hus, when power. is reapplied,`

the strong shunt eld produces regenerative braking, if the speed is high enough, until the controller has been moved far enough to reduce the shunt eld excitation to a point where the motor again resumes motoring operation.

When the controller is operated manually, this irregular operation can, of course, be prevented to a certain extent by the judgment of the operator in moving the controller very quickly to a position corresponding to the existing speed of the vehicle. Such operation, however, is difll` cult of attainment and cannot be depended upon. When the controller is operated step-by-step in a predetermined time sequence, such as with the mechanism of the Trltle and McNalry Patent No. 2,114,196, issued April 12, 1938, an appreciable time, possibly one or more seconds, is requiredv y for the controller Vto Abe' moved to thev required motoring position. During part of that time, the vehicle may be braked regeneratively. One ob- 40 ject of this invention is to provide a smooth control preventing regenerative braking when power tion, the current in the motor armature circuit,

as measured by the voltage across-the motor armature accelerating resistance, is used to concompound direct current motor provided with an trol this iield resistance. Thus, when power isreapplied while the vehicle is operating at `av speed high enough to give regenerative braking. the current in the accelerating resistance is rely atively low with correspondingly low voltage drop across the acceleratingre'sistance and. therefore,

the iield resistance remains in the shunt ileld circuit. During normal acceleration, the voltage drop across the acceleratingXresIstance is great enough to cause early shunting of the eld rem l i sistance for normal shunt field excitation.

Another feature o f this invention is the control' of the shunt tleld excitation during dynamic braking in responseto the voltage drop across the [dynamic braking resistance in such manner that when the vehicle has been braked to alow speed. such asthree or fourmiles per hour, the shunt l field' is deenergized in response to the low voltagey -drop acrossthe braking resistance.

We have also provided air brake air supply control means operated by the braking controll 1er in such manner 'as to coordinate the air `is a sequence chart of the principal contactors and relays shown in Fig. 1 orthe various positions of the acceleration controller and the vbrakingV controller.

Referring to the drawings, we have shown our invention in one form as applied to a system of control for a trolley bus or coach driven by a.

armature I0, a series eld Winding II and a o shunt field winding I2. 'I'he motor is connected to the direct current supply mains I3 and I4, energized by suitable trolleys bearing on overhead trolley wires, through an accelerating resistor `I5 5 which may `loe cut out inl sections by control switches I6 to 20, inclusive, and 32. The shunt fieldv I2 is energized from the supply mains through a resistor 2 I, sections of which are controlled by switches 22 to 26 inclusive. This control is effected by means of a rotatable drum type. acceleration controller 21 which is 'moved forward automatically step-by-step, when the pedal 28 is depressed, by mechanism such as `disclosed in the aforesaid Tritle and McNairy u pedal 33.

Patent No. 2,114,196. Also a separate controller z's is provided for controlling the dynamic brakwhich are electrically interlocked so that one must be in the of! position when the'other is operating, is indicated in the sequence chart, Fig. 3.

When it is desired to start the motorJIi, the braking controller pedal 30 is'released so that h thebraking controller is moved by a spring back resistances 2Ib and 2Ic are of relatively low to its of! position. The acceleration controller pedal 23 is then depressed. It may, for example, be depressed bythe operator to its fullspeed position immediately for the morst rapid acceleration, and thereafter the acceleration controller 21 is turned. step-by-step automatically to its high speed running position.`

In.thefirst positi'on ofthe acceleration con# troller, the `coils' LBI and RI are energizedand the motor starts vwith its series field only energized, the LBI switch 3|' and RI switch 32 inthe motor circuit being-closed. u'Ihe circuit of, the- LBI coil is from the supply main I3 throughthe switch 3Ia on'the brakingA `controller 29 which is closed, switch 32a in the controller V21 which is closed, switch 33 inthe controller 21, the LBI 'o operating coil, overload relay switch 34, over'- voltage relay switch 34a,-tcondu'ctor 35, conduc' tor 36, 'switch 31'on the controller 21 which is closed, switch 33 on the controller 29 which is closed `to main I4.v The circuit ofthe coil RI is from main I3'throughswitch 3Ia, LBI switch 39 which is closed, conductor 43, switch 4I in controller 21 which is closed, conductor 42 and coil RI to conductor 36.

The over-voltage relay 34a is responsive to the voltage across the' motor I0 and is adjusted to pick up and deenergize the motor upon the occurrence of a predetermined maximum voltage which is higher than the voltage nornially applied to the mains I3 and I4. This relayis especially useful in deenergizing the motor when it is operating as a regenerative braking generator in the event that the feeding of regenerative braldng current back to the mains is interrupted and excessive voltage across the motor results. For example, a trolley may become disengaged from its wire or the circuit feeding the supply mains might be temporarily open circuited.

In the next or second position of the controller 21, the lower SI coil and the S3 coil are energized. Lower coil SI circuit; from main I3 through the switches 3Ia, switch 32a, LBI interlock switch 42a which is closed, conductor 43a, switch 43 in controller 21 which is closed, lower coil SI, switch 44 in the controller 21 which is closed to main I4. Circuit of coil S3; from `main I3, through switch 45 in controller 21, th coil S3 and switch 44 to main I4.

This closes the circuit of the shunt eld winding I2 from main I3 through SI, switch 46, thev shunt winding I2, S3 switch 26 which is closed, resistance 2Id, SI switch 41, the maximum speed relay coil 43 and conductor 49 to main I4. The resistance 2 Id is of high value, equal to or greater than resistance 2Ia, and limits the current in the shunt eld winding to a low value. The

value. v

In the next ilve steps of the controller 21, 3 to 7- inclusive, the R2, R3, R4, R5 yand R6 coils crease the shunt excitation and therebyLincreasel the motor speed. These stepsf'will now be described in detail.

In the third position of controller .21 its switch 53 closes, closing the circuit of coil R2 from main y I3 through the switch 5I in controller 29 which is closed, switch 53, coil R2 Vto the conductor 36 and through switches 31 and 33 to the main I4. The coil R2 closes the switch I6 which short circuits the section I5a. of the resistor I5, and

closes the switch 24 which short circuits the section 2Iaof the resistor 2l, although this has no effect since this section 2| is already short circuited by the S3 switch 26.

In the fourth position of 'controller 21, the switch 52 on controller 21 closes,.closing a circuit frommain I3 through conductor 53; the coil R3 andswitch 44 to the main I4. The coil R3.closes .its switch I1, thusshort circuitingthe. section "|513 oi the resistance. Also the coil R3 'closes its switch 23, thus shorting the section 2Ib of the 'resistor 2I, but `this has no-eilect so long as the S3 switch'26 remains closed. f e, i

Also vin the fourth position of the controller 21, its vswitch 51 closes, thereby closing a circuit connecting the upper S2 coil across the resistor I5, this circuit leading from the left-hand end of the resistor through the conductor 53, switch 51,

S2 switch 59, upper S2 coil, switches 31 and 33 to the main I4. Assuming normal motor current, the o'oil S2 is energized by the voltage across the resistor I5 to close its switch 25 short circuiting the resistance section 2Id of the resistance 2l, opens the switch 59 and closes the 'switch 63 thereby establishing a holding circuit from main I3 through switch 3Ia, LBI switch 39, conductor 6I, resistor 62, switch 63, coil S2 and switches 31 and 33 to main I4.

As will be described hereinafter, this upper relay coil S2 is not energized sufficiently by the voltage drop upon acceleration after coasting at a regenerative speed to pick up and short the resistance 2Id. Consequently, the shunt field current is limited to a low value andregenerative braking is prevented in the event that the controller 21 is turned on after coasting.

In its nfth step, the controller 21 closes the switch 54, thus energizing the coil R4 which closes its switch I3 to short circuit the section I5c of the resistor I5, and opens its switch 22. In this step, the switch is opened thereby deenergizing the coil R2, whereupon the switch I6 and 24 open without vaffecting the circuit at this time.

The circuit of the coil R5 is closed on the sixth step of the controller 21 by its switch 55. This coil R5 closes its switch I9 which short circuits the section I5d of the resistor I5.

Also in the sixth position, the switch 4I opens, thus deenergizing the Acoil RI and its switch 32 drops open. In this position also, they switch 52 is opened and the coil R3 is deenergized, its switches I1 and 23 dropping open. 'I'he opening of these switches has no eiiect at this time on the control, however. 4

In the seventh position, the controller 21 closes its switch 53, thereby closing the circuit of the R6 coil which closes its switch 23 and connects the resistance sections I5a, lib, I5c and I5d in parallel with the section Ile. Also the switch 54 opens to deenergize the R4 coil, thereby opening Gil the switch I8 and closing the switch 22, but without affecting the control at the present time. In the 8th position, the R3 coil isl energized by the reclosing of the switch 52 of controller 21.

The R3 coily closes its switch I1 thereby snortingthe resistance sectionsv I5a and I5b leaving sections |5c and |5d in parallel with the section I5e. Also the switch 23 is closed but without affecting the circuits since ythe switch 26 is closed, short circuiting the resistor' sections 2Ia" to 2Ic.

In the 9th position of the controller 21, the coils R2 and R4 are energized by the closing of the controller switches 50 and 54. 'I'he closure of the switches |6 Aand I8 by the R2 and R4 coils connects the resistor sections I5a, |517,- I5c and I5e in' parallel with each other in the armature circuit of the motor for increased current iiow and acceleration.

the th step, the controller switch 4I is =a'.gai'n closed whereby the RI coil is energized fand its switch 32 again closed.` In view of the fact that the R6 switch 28 is now closed, the

switch 32 closes a short circuit for the resistance -I5 through the switch 26.` j

In position 11, the controller switch 45 opens vthereby deenergizing the S3 coil which opens its switch 26 thereby inserting the resistance section 2|c in the shunt field circuit for decreased field, the sections 2Ia and 2Ib being shorted by the switches 24 and 23 which are closed. It should be noted that the S2 coil is now energized and, therefore, the resistance section 2Id is short circuited by the switch 25.

' In the 12th position, the controller switch 55 opens thereby deenergizing the R5 coil whose switch I9 opens, although this does not affect the circuit. Also in this position, the lcontroller switch 52 is opened whereby the R3 coil is deenergized and the R3 switch 23 opens to insert a resistance section 2lb in the shunt eld circuit.

In the 13th position, the controller switch 58.

'is opened whereby thc-R2 coil is deenergized and the switch 24 opened to insert the resistance sec, tion 2|a in the shunt eld circuit for further decreased shunt iield excitation.

In the 14th-and lastposition of the controller 21, its switch 43 is opened whereby the lower SI coil is deenergized thereby opening its switches 46 and 41 and deenergizlng the shunt eld. VThe motor now operates at full speed on its series eld II.

Automatic control ofthe controller 27 As previously stated, in the operation of the controller 21the pedal 28 may be depressed completely at once.` 'I'his twists and thereby stresses a spring. which applies a force to advance the controller step-by-step at a rate not greater than a predetermined rate and subject to response to the motor armature current in the current coil 63. switch 64 andthe SI switch 65, one or the other of which must be closed for operation of this mechanism. The two section coil 66, having its sections*electrically` connected so as to neutralize each other, is energized from the conductor 48 through thecoil, conductor 61 .and switches' 31 and 38 to the main I4. When the current in the motor armature circuit has decreased to a predeterminedl low value, the'current coll 63 releases its armature and allows the switch 66 to close-and -short circuit the left-hand section of f 'thefcfclili66.?-'I'he coil 66 now picks up itsarmature 69 thusreleasing the ratchet wheel 18. Y The contacts 1I, previously held closed bythe tension ap- This mechanism is controlled by the RIl vgroenen plied by the spring 12, thereupon separate removing the short circuit from the left-hand half of the coll 66 whereupon the .armature` 66,18 released. In the meantime, the ratchet wheel 16 has advanced one tooth and the controller 21 has moved to the next position. `Also the armature 68 when picked up, closed a circuit 'through the contacts 13l which energized the'vltage coil 14. y

The circuit of the coil 14 is from the conductor 48 through the switch 65, conductor 15, the coil 14, contacts 18 to conductor 61'. The coil 14 opens the switch 68 which is held open by the current coil 63 until the current falls to the predetermined low value whereupon the cycle is repeated for advance of the controller another notch. It the current is not high enough to hold the switch 68'open, the controller advances at a predetermined rate, such as one notch each one-fifth of a second.

This advance of the controller 21 is carried out automatically, the armature current coil 63 serving to maintainthe switch 66 open and prevent advance in the event of an armature current greater than a predetermined gmaximum, so long as one of the switches 64 and 65 is closed, but it will be observed that one or the other of these switches is closed for the 14steps of the controller. The current setting of the relay switch 68 is increased when the pedall is depressed by tensioning the biasing spring 66a of the relay.

This is effected through the levers 28h- 26e con-l necting the spring with the pedal 26.-A

Dynamic braking through the switch 11, the BI switch 88 which isl then closed,'the coil 18, conductor 8| and the braking controller Aswitch 82 which is closed to the main I4; The coil 18 closes its switch 16 and' thereby connects the SI coil directly across the supplymalnsfthrough the switches 11, 19 and 83. This causes the SI relay to pick up to close its switches 46 and 41 and connect the shunt field winding I2 to the supply mains I3 and I4 with the resistances 2 Ib, 2 Ic and 2Id included in series 4With the shunt ld Winding. At this time, the

R4 switch 22 is closed and short circuits theresistance section 2Ia. Immediately after the energization of the coil 18 and SI coil, the BI coil picks up its armature closing its switch-64 and thereby connecting the armature of the motor directly acrossv the resistances I5c, I5d and Ilie for dynamic braking. Also the BI switch 84a closes thereby connecting the upper SI coil directly across'this resistance so that it is enerl gized by the voltage drop across these resistances to holdthe SI switches 46, 41 and 65 closed .when they BI switch 88 opens. It will be noted that the switch 86 opens the circuit of the coil 18 which,

in turn,'opens its switch 19 and deenergizes the lower SI coil 'I'he circuit for the BI coil is from the mainy I3 through the switch 16, LBI interlock switch 85 which is closed, the BI coil, the R4 interlock switch 86 which is closed, conductor u 81 and the normally opened braking controller switch I9, which is closed, to the conductor Il. Also the lower S2 coil, connected in parallel with the Bl coil, is energized and closes its switch 25 to short circuit the resistance 2 Id. o

The braking controller 29 gives three steps of dynamic or rheostatic braking in the positions marked 1, 1A and 2 in Fig. 3 ci increasing braking efIect. For example, these steps may give retardations for the vehicle of respectively 1/2, 1 and 11/2 miles per hour per second.

Also preferably the braking controller is connected tc operate an air brake valve 89a (Fig. 2) in air brake supply pipe 93h for air brakes (not shown) on the vehicle. This valve 98a is connected to be driven by the braking controller so that for position 1 oi the braking controller a small amount of air is applied to the brakes; in position 1A, giving greater dynamic braking, but little if any increase in air brake air pressure and in position No. 2, giving the maximum dynamic braking, possibly a slight increase in air brake air pressure for increased air braking. Movement of the controller 29 from position 2 to position 3l provides a continuously increasing air brake air pressure while holding the maximum dynamic braking. Movement of the controller 29 from position 3 to position 4 continues to increase the air brake air pressure but reduces the dynamic braking to a minimum value.

Thus all normal stops are made with the dynamic brake supplemented by the amount ot air braking, the-amount of air braking being obtained by the` position ofthe brake pedal 30. In an emergency application oi' the brakes where the pedal 39 is depressed to bring the controller 29 to its fourth position, the dynamic brake is thus reduced to the minimum value so as to prevent excessive braking eort on the driving wheels of the vehicle.

It will be observed that when the brake pedal 30 is depressed to rotate the braking controller,

29to the rst position, the switches 5I and 39 are opened to deenergize the circuits used for acceleration of the motor.

In position 1A o! the braking controller 29, the switch 99 is closed whereby the R3 coil is energized through the switch 82 on the braking controller. 'Ihe R3 coil closes its switch 23 thus short circuiting the resistance 2lb in the shunt iield circuit for increased field excitation and increased dynamic braking.

Inposition 2 of the controller 29, the S3 coil is energized through the switch 90, which is closed, and the switch 82. 'Ihe S3 coil closes its switch 25 which4 short circuits the resistance 2|c in the shunt field circuit to give the maximum shunt field` excitation and maximumy dynamic braking.

As previously observed in position 3 of the controller 29 the dynamic braking is the same as in position '2. In going from position 3 to position 4, however, the switch 90 and 89 are opened whereby the S3 and R3 coils are deenergized and the resistances 2Ic and 2lb reinserted for the minimum dynamic braking.

The upper SI coil is energized suililciently by the voltage drop across the resistor yI to hold its switches closed until the speed of the vehicle drops to a low value, for example, three or four Operation after coasting It will be assumed that the vehicle was accelerated to a speed such as miles per hour at which regenerative braking would take place ii the controller 21 were turned back and allowed to remain in a lower speed position. Then it will be assumed that the operator releases the pedal 29 whereupon the controller 21 returns to the oi position and the motor is disconnected from the supply source, the vehicle being allowed to coast for a certain period. While the vehicle is still running at a speed above the speed necessary for regenerative braking, assume that the pedal 28 is again depressed to some high speed position, for example, to its maximum high speed position. i The controller 21 is moved step-by-step at a predetermined rate under the control of the automatic ratchet mechanism to the high speed position selected. Several seconds may be required, however, for the controller to reach this position. During the initial positions, the resistance 2id of high value is connected in the shunt ileld circuit so that the shunt field energization is at a low value and regenerative braking thereby prevented.

In any case, the resistance 2Id remains in the iield circuit to the 4th position of the controller 21. In the 4th position, as previously explained, the controller switch 51 closes and connects the upper S2 coil directly across the resistance I5. The S2 coil will not be energized sufficiently, however, by the voltage drop in the resistance to cause it to pick up its contacts because lof the low motor current assuming, of course, that the vehicle is running at a speed higher than the normal speed for this 4th position. Therefore, in the 4th position, the high lresistance 2id in the shunt field circuit is not short circuited, but remains in the circuit and maintains a reduced current in theshunt iield. The result is reduced voltage across the motor armature and, consequently, no regenerative braking takes place.

As the controller 21 is moved forward, it will reach some position corresponding to the speed at which the vehicle is running, in which case, the motor will be carrying full armature current with the result that the voltage drop across the accelerating resistance I5 is great enough to cause the upper S2 coil to pick up and short circuit the resistance 2Id in the shunt field circuit. Motoring operation then begins. In any case, when the 12th position of the controller 21 is reached,v the upper S2 coil is energized and the switch closed to short circuit the resistance 2Id by the closing of the R5 switch 9|, the R6 switch 92 being closed, whereby a short circuit around the S2 switch 60 is closed. For speeds above 20 miles per hour the S2 coil probably is not energized suiliciently to pick up beforev the 12th position.

It will be understood that regenerative braking can be obtained after the 10th position ol' the controller 21 has been passed. by returning the controller 21 part way back toward the off position so as to strengthen the shunt eld, but not to the off position. As previously explained,

when the controller is returned to the ofi position, regenerative braking does not take place when it is moved again immediately to a running position. When the pedal 29 is released, the controller 21 is turned back so rapidly tothe off position that no regenerative braking occurs, the time being insuillcient for the shunt field to build up. It will be observed that from the 14th of the coils SI, R2, R3 and S3 in thel order men-- ,position or controller 21 backen the 10th "position, the shunt field is increased by energization tioned. c v

Automatic spsd regulation V.Another feature isA a signal relay to indicate when the vehicle exceedsa given predetermined speed. LThis relay comprises a holding coil 93 connected in series with the armature circuit of the motor and a pick-up coil 94 connected in the shunt, field circuit of the motor. erate a switch 95 in the circuit of-a light 96.- In circuit also with the light` is an Si switch 91 which is closedy during motoring operation.

When the switch 95 drops closed upon a prede- .termined minimum excitation of the coil 93 corresponding to a predetermined maximum speed .ofthe motor and vehicle, such as over miles per hour, the light 99 is connected across the resistance 62 and,A is illuminated. 'I'his warns the operator that he has reached the maximum permissible speed for the particular vehicle.

l In this particular system, it may be possible to exceed this 35 miles per hour speed only on the 14th point of the controller 21, i. e., with no shunt eld excitation. Therefore, the coil 94 which is the lifting coilfor the relay is connected inthe shunt iield circuit so as to hold the switch 95 open when the shunt eld is excited regardf `less of the armature current in the coil 93. On

the 14th point of the controller, with the coil 94 deenergized, the switch 95 will close when the current in the coil 93 drops to a predetermined minimum value corresponding with the predetermined maximum speed. f t' 'I'he `SI interlock switch 91 is provided to disconnect the light when the pedal 29 is dropped back from the 14th position to cause regenerative operation which otherwise would result in closure of the relay switch `95 because of the reversed current through the coil 93. Moreover, the light 96 is connected across a resistance 62 in the holding circuit for the S2 coil to prevent possible illumination of theflight .before the S2 coil has picked up its armature and closed this holding. circuit. This holding circuit through the conductor 6I and the resistance 62 is closed in the 4th position of the controller 21.

The overload relay switch 34 is operated'by current coil 98 in circuit with the motor Ill and a voltage coil 99 which is energized when the current coil 98 -picks up the relay. `A second switch |00 which is normally open, is also operated by the coils 98 and 99. The movable contacts of these switches, shown as bridging contacts, are secured to the operated member of the coils 98 and 99 for limited sliding movement with respect thereto as indicated in the drawings.

motor from the supply mains, the relay is held open by the coil 99, the coil 9.8 then, of course,

being deenergized because the motor is disconnected from the'supply mains.

It then becomes necessary for reenergization ofthe. motor to return the controller 21 back to they starting posi- The `coils op-k 5 tion so as" to open the switches 32a and 31 and thereby deenergize the coilI 99 which allows the switch 34 to reclose` and reopens the switch 109.

vdivisional application,l Serial lo. 306,396, filed November 27, 1939.

.1 While we have shown a particular embodiment of our invention, it will be understood, of course, that we do not wish to be limited thereto, since many modications may be made and we, therefore, contemplate by the appended claims to cover anyy such modifications as fall within the true spirit and scope of our invention.

f by Letters Patent of the United States is:

i 1. 'i'he combination with a traction motor prog videdwitha field winding, of means `for controlling the energizationfof saidv motor, a rev sistance' connected in circuit with said neidwinding of such value as to prevent regenerative operation of-said motor when said motor is reen- 'erjgiz'ed while coasting deenergized, and means responsive to the current in said motor for controllingsaid resistance. s

2. The combination with a traction motor provided with a shunt'fleld winding, of an accelerai tion resistance therefor, aiieldresistance connected in circuit with said field windingof such value as to prevent regenerative operation of said motorwhen said motor is reenergized while coasting deenergized at a speed greater than a low running speed, and means responsive to the Voltage drop across said acceleration resistance for controlling said field resistance.

`3. The combination with a traction motor pro- I vided with a shunt field winding, of acceleration resistance for said motor, an acceleration controller for said resistance, a field resistance connected in circuit with said field winding of such.

value as to prevent regenerative operation of said motor when said acceleration controller is operated to reenergize said motor while said motor is coasting deenergized at a regenerative speed, and means responsive to the voltage drop across said acceleration resistance for shunting -means responsive to the current in said motor for controlling said field resistance.

5. The combinationwith atraction motor provided with a. shunt field winding, of an acceleration resistance for said motor, an acceleration controller for said resistance, means for advancing said accelerationA controller at a predetermined rate, a resistance connected in circuit with said eld winding of such value as to prevent regenerative braking by said motor when said motor is energized after coasting operation, and means responsivey to the voltage drop across said acceleration resistance for shunting said field resistance. v

` 6. The combination with a traction motor pro- Avided with an armature and a iield winding, an

acceleration controller for said motor, an acceleration resistance controlled by said acceleration vided with an armature and a field winding, an

a'cceleration controller for said motor, anacceleration resistance controlled by said acceleration controller, operating means for said acceleration controller, control means responsive to the armature current in said motor for advancing said acceleration controller when said operating means is actuated, a resistan'ce'in circuit with said field winding ofv such value as to prevent regenerative operation ofl said motor when said motor is energized after coasting, and means responsive to the armature current in said motor for controlling said shunt field resistance.

v8. The combination with a traction motor provided with an armature and a shunt field winding, an acceleration controller for said motor, an acceleration resistance controlled by said acceleration controller, operating means for said acceleration controller, a spring connecting said operating means to said controller, control means for advancing said acceleration controller at a predetermined rate when said operating means is actuated, means responsive to the armature current in said motor for' disabling said controlmeans, a resistance in circuit with said shunt field winding of such value as to prevent regenerative operation of said motor. when said motor is energized after coasting, and means responsive to the voltage' drop across at least a portion of said acceleration resistance for shunting said shunt field resistance.

9. The combination with a traction motor provided with an armature and a shunt field winding, an acceleration controller and a braking controller for s'aid motor, an armature resistance controlled by said acceleration controller, pedal operating means for sa;d acceleration controller, a spring connecting said operating means and said acceleration controller, control means providing for advance of said acceleration controller at a predetermined rate when said pedal is depressed, means responsive to the armature current in `said motor for disabling said control means, a resistance in circuit with said shunt field winding of such value as to prevent regenerative operation of said motor when said motor is energized after coasting while operating at a speed greater than a low running speed, and means responsive to the operation of said motor for controllingsaid shunt field resistance. t

10. The combination with a traction motor provided with an armature and a shunt field winding, an acceleration controller and a braking controller for said motor, an armature resistance controlled by said acceleration controller, pedal operating means for said acceleration controller. a spring connecting said operating means and said` acceleration controller, control means providing for advance of said acceleration controller at a predetermined rate when Vsaid pedal is depressed, means responsive to the armature current in said motor for disabling said control means, la resistance iny circuit with said shunt 1 is energized after coasting while operating at a speed greater than a low running speed, means yresponsive to the voltage drop across at least ay provided with an armature and a shunt field winding, an accelerationresistance, a shunt field resistance, an acceleration controller, means operated by movement of said controller for energizing said motor with its armature in circuit with said acceleration resistance, means operated by further movement of said controller for energizing said shunt field winding with said field resistance in circuit therewith, a switch for short circuiting said field resistance, a coil for operating said switch to short circuit said field resistance, means operated by further movement of said controller for connecting said coil across said acceleration resistance for energization of said coil by the voltage drop across said resistance and closure of said switch immediately during acceleration from rest or a speed below a regenerative braking speed to give increased shunt field excitation. I

12. The combination with a traction motor provided with an armature and a shunt fleld winding, an acceleration resistance, a shunt field resistance, an acceleration controller, means operated' by movement of said controller fo.' energizing said motor with its armature in circuit with said acceleration resistance, means operated by further movement oi said controller for energizing said shunt field winding with said field resistance in circuit therewith, a switch' for short circuiting said field resistance, a coil for operating said switch to short circuit said field resistance, means operated by further movement of said vcontroller for connecting said coil across said acceleration resistance for energization of said coil by the voltage drop across said resistance and closure oi' said switch immediately during acceleration from rest or a speed below a regenerative braking speed to give increased shunt eld excitation, means responsive to closure of said switch for establishing a holding circuit for said coil, and switching means controlled by further movement oi' said controller for short circuiting said acceleration resistance.

13. The combination with a traction motor provided with an armature, a series field winding and a shunt field winding, an acceleration resistance, a shunt field resistance including a low resistance section and a high resistance section, an acceleration controller, means operated by movement of said controller for energizing said motor with its armature in circuit with said acceleration resistance and said series eld winding, means operated by further movement of said controller for energizing said shunt field winding with said high resistance section in series therewith, means operated byfurthermovement of said controller for short circuiting a portion of said acceleration resistance for acceleration oi.' said motor, a switch for short circuiting said high resistance section, a coil for operating said switch to short circuit said high resistance section, means operated by further movement of said controller for connecting said coil across said acceleration resistance for energization of said coil by the 'voltage drop across said resistance and closure cf said. switch i" Lnfeciliately during acceleration from rest or a. speed below a regenerative braking speed to give full shunt eld excitation, means responsive to closure of said switchy m ment of said controller for short circutng additional sections of said acceleration resistance, than inserting said low resistance section of said shunt eld resiste-rice in circuit with said shunt field winding for reduced shunt field and then deenergiziug said shunt eld for acceleration of said motor 'to full speed with series field excitation. 

